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(NoModel.) 1

H. 4H. SESSIONS.

RAILWAY UAR. A No. 562,343. I Patented June 16, 1896.-

. (No Model.) 5 sheets-sheets.

H. H. SESSIONS. RAILWAY GAR.

No. 562,343.- `19a/6111x511 June 16, 1896.

' "YWA I ANDREW RGRANAM, PNnm-LITHQWASHINGION. 9.0

(No Model.) 5 Sheets-Sheet 3.

H. H. SESSIONS.

RAILWAY CAR.

N6.- 662,343. Patented June 16, 1896.

v L l AN antw naamw.mumhmnwisimsmnc (No Model.) 1 v 5 Shets-Sheet 5..

. H. H. SESSIONS.

RAILWAY GAR.

No. 562,a 4s.- vPatented me 16, 189e.'

NDRLW EGRANAM, PHOTD LITNO.WASI1INGTUN.D.C.

NITED STATES PATENT Fnicn.

HENRY Il. SESSIONS, 'OF CHICAGO, ILLINOIS, ASSIGNOR TO THE STANDARD COUPLER COMPANY, OF NEV YORK, N. Y.

RAILWAY-CAR.

SPECIFICATION forming part of Letters Patent No. 562,343, dated .Tune 16, 1896.` Application filed APT 5, 1896. Serial No. 586,414. (No model.)

To @ZZ whom t may concern,.- Be it known that l', HENRY H. SESSIONS, of Chicago, in the county of Cook and State of Illinois, have invented certain new and useful Improvements in Railway-Cars; and I do hereby declare the following to be a full, clear, and exact description of the same, reference being had to the accompanying drawings, forming a part of this specification, and to the letters of reference marked thereon.

This invention relates particularly to improvements in railway-cars, such as are designed for postal cars, although as will be apparent to those-skilled in the art many of the features of construction can be applied to cars designed for other purposes and especially to heavy cars such as sleepers.

The objects of this invention are to provide a car which will be practicallyindestructible by lire from within or without and with the framing so braced and arranged as that in case of collision no other car or the locomotive could telescope it or even destroy the integral nature of the end walls and with which in case of derailment and overturning or rolling down an embankment the structure will be sufficiently rigid to withstand crushing by its own weight or by other cars or by the shifting of the load in case of any railroad accident.

The invention consists in certain novel details of construction and combinations and arrangements of parts whereby the car-framing is so joined or knitted together as to present the maximum resistance to external pressure at any point, and whereby there are no joints or points of weakness running longitudinally of the framing as at the eaves, all as will be now described, and pointed out particularly in the appended claims.

Referring to the accompanying drawings, Figure l is a side elevation, partially broken away, of the framing of a car constructed in accordance with my present invention. Fig. 2 is a detail sectional top plan view of one side of the same, showing the i'illing-pieces. Fig. 3 is a transverse section taken through one-halt of the car. Fig. 4 is a side elevation showing one of the posts with its iiitch or illing-piece. Figs. 5 and G are detail sectional views on the lines 5 5 and 6 6. Fig. 7

is a detail perspective showing the manner of connecting the posts to the upper-deck plate. Fig. 8 is a detail horizontal section showing the filling-pieces, Fig. 2, on an en larged scale. Fig. 9 is a detail showing one of the corners of the car-body. Fig. 10 is a detail perspective showing the platform tieplate and bottom beams to which the draftrigging is connected. Fig. l1 is a horizontal section of one-half of one end of the car, showingthe buer-beam and manner of connecting the end sills with the longitudinal beams.

Fig. 12 is a vertical section taken longitudinally of Fig. l1 on the center line of the car, portions-being broken away andshown in elevation in order to prevent obscurity. Fig. 13 is a detail of the filling-piece for the side posts, showing the manner of binding `the same to conform to the shape of the lower deck. Fig. le isa detail end elevation. Fig. 15 is a detail section on line 15 15, Fig.

Like letters of reference in the several iigures indicate the same parts.

In constructing a carin accordance with my present invention I provide longitudinal I- beams I for supporting the iiooring, which beams I are provided with suitable side Hitch or filling-timbers to increase their strength and to afford a nailing-space for the under course m of the flooring, as well as to afford bodiesinto which the ends of the floor-joists may be framed. At each side of the body of the car Iprovide channel-irons G with smaller iiitch or filling-timbers on the inner side for a like purpose. These beams extend throughout the entire length of the car-body and to the outer or flat sides of the sills or channelirons G, I rivet or bolt the lower ends of the posts which form the side framing of the car and support the deck or car-top. These vertical posts are of especial design, the object being to afford great stiffness and a support for the two decks or car-top, 4which will not leave any line of weakness along the eaves or at the base of the upper deck. They each consist of a pair of angle-irons a and an intermediate filling-piece b, with bolts passing through the parallel flanges of the angle-irons and through the intermediate filling-piece, as shown clearly in Figs. 3 and 4, while at` the IOO base or lower end they are each connected to the sills or channel-irons G by bolts or rivets passing through the flanges which extend at right angles to the body of the posts or longitudinally of the sill, such manner of uniting two parts being calculated to offer the maximum resistance to longitudinal strains, withoutin any way decreasing the lateral strength of the parts.

At the eaves of the car, the vertical posts are curved to conform tothe shape of the top of the car or lower-deck car-walls, their ends being tenoned into the lower-deck plate e. To afford a strong union between the vertical deelt-plates e f, the filling-piece is tenoned, as just stated, and the horizontal flanges of the angle-bars are turned up at right angles, and secured, as shown at q', to the deck-plates by heavy wood-screws, while the vertical flange is cut somewhat shorter and turned out at right angles to overlap the horizontal flange and is secured in place by a bolt or screw, as shown at c', Fig. 7, such construction being well calculated to give the maximum strength at this point. Vith a view, however, of further increasing the strength at the top of the car, I employ reinforce profile-carlines a', which extend over the roof of the car` and down alongside the posts to points about two feet below the eaves molding of the lower deck, the posts and carlines being bolted together by bolts, which extend way through the posts and carlines, as shown clearly in Fig. 5. The carlines being'thus arranged in pairs are brovided with fillingpieces similar to the filling-pieces l), as shown in the detail section, Fig. 15.

Instead of the longitudinal plate of timber at the eaves of the car-body I use a steel angle-bar h on the inside, which is riveted to the flanges of the angle-bars of the posts ct a, and on the outside I provide a heavy hardwood strip t', which is bolted or screwed to the wooden member ofthe post and a fillingtimber t", arranged longitudinally between this hard-wood strip or molding and anglebars h.

Referring now to Figs. 3 and S, it will be seen that between the posts at an intermediate point I arrange longitudinal filling-timbers t, which `fill in g-timbers are rigidlybolted to an inner metallic belt-rail 7L', the belt-rail itself being in turn riveted to the inner fian ges of the posts. These filling timbers or blocks form the foundation for the outside plating or sheathing, and it is my intention to lill the spaces between the inner and outing sheathing with hair, felt, and asbestos or mineral wool. Further, the said framing is further braced or tr-ussed with steel tension and compression members h2, crossed diagonally between each of the vertical posts below the belt-rail and riveted at their upper ends to the flanges of the posts and at their lower ends to the sill or channel-iron G, Fig. 1.

The inner sheathing g d of the car may be of wood rendered non-infiammable by being coated with fireproof paint vand the outer sheathing of the top or decks may be of similar material covered with metal, as usual, and while the outer sheathing of the sides may also be of wood I prefer to make the same of sheet metal p, secured in place by vertical strips o, screwed or bolted into the wooden members or filling-pieces of the posts.

At the corners, the sills, and angle-irons at the eaves and belt-rails, are united by brackets or angle-irons h3, as shown in Fig. t), and on the outside a corner is preferably formed by an angularly-disposed filling-piece h4, having its exposed surface curved to give an effective appearance to the body of the car at this point. This construction of car-body enables me to entirely inclose the platform, if desired, and this space may be utilized for the heater, toilet-room, dac., leaving more room in the body of the car.

The I-beams I, with their fiitches and the sills, form a rigid base for the body of the car, and with a view to further strengthening this portion of the structure, as well as relieve the same from the strains incident to the strains transmitted longitudinally through the train, I provide beneath the beams I a second set of longitudinal I-beams l', Fig. 10, which beams I may extend only a short distance in from the ends of the car, but preferably extend throughout theentire length of the car and to the ends of the platform.

The beams I are arranged below the beams I, and pass through body-transoms T on the bottom of the car-frame. On their ends projecting beyond the body of the car and forming the platforms they are provided with a steel tie-plate X, Fig. 10, riveted to them, as shown, and flanged upward at its outer end to form a support to which the buffer-beam X may be bolted. The buffer-plate supports pass through the beam and connect with any ordinary or preferred style of buffer mechanism, such, for instance, as the equalizing-bar g3 and buffer-springs y', tgether with a buffer-spring box y and head l. The draft mechanism or coupling z is supported in a transom u, connected with the beams I at the ends and is at the rear end connected to said beams in any ordinary or preferred manner, such arrangement throwing the entire strains of the draft mechanism on the lower set of I-beams I and effectually relieving the earbody. Consequently, there is the minimum danger of telescopin g in case of collision. This system of construction, it will be seen, by the judicious use of a combination of wood and steel rolled into proper shape, gives the best results as to strength and non-resonance and at the same time the wood parts are left accessible for convenience in repairing. The draft mechanism is practically a continuous member relieving the car-frame from all strains due to draft and at the top of the carbody, the box-corner uniting the lower and upper deck plates, forms, together with the continuous carlines ext-ending down the sides of the vertical posts, an exceedingly strong ICO IIO

structure, well calculated to resist lateral strains, such as would be encountered in case of derailment, and at the same time the car when finished presents the same external appearance as the ordinary car, and its weight is not increased to such an extent as to render the structure impracticable.

Having thus described my invention, what I claim as new is- 1. The combination with the longitudinally arranged metallic beams forming the bottom framing of the car-body together with their timber llitches, of the side posts for support ing the said framing of the car formed of angle-irons having their flanges extending longitudinally of the car bolted at their lower ends to the longitudinal beams, and the timber filling-pieces secured between the flanges of the angle-bars extending transversely of the car-body; substantially as described.

2. In a car-framing, the combination with the vertical posts formed of angle-bars havin g timbers bolted between their parallel flanges, of the longitudinal metallic beams constituting the base of the framing bolted to the flanges extending longitudinally of the carbody; substantially as described.

3. In a car-framing, the combination with the longitudinal sills, of the vertical posts formed of oppositely-arranged angle.- bars bolted together with their oppositely-extending flanges bolted to the sills and their upper ends curved to conform to the shape of the carlines whereby no longitudinal joints are formed at the eaves of the ear; substantiallyT as described.

4. In a car-framing, the combination with the longitudinal sills, of the posts formed of the Hoppositely-arranged angle-bars having timbers clamped between their parallel faces and their oppositely-extending flanges bolted to the sills, the upper ends of said posts be ing curved to conform to the contour of the carlines, whereby no longitudinal joints are.

formed at the eaves of the car; substantially as described. f

5. In a car-framing the combination with the longitudinal sills, of the vertical posts secured thereto and the carlines bolted to said posts below the eaves of the car and extending over the top of the car from side to side; substantially as described.

G. In a car-framing the combination with the longitudinal sills, of the oppositely-arranged an gie-bars having timbers clamped between their parallel flanges constituting the vertical posts and the carlines extending over the car froln side to side and bolted to the parallel flan ges of the posts; substantially as described.

'7. In a car-framing the combination with the longitudinal sills, and the posts formed of the oppositely-arranged angle-bars having timbers clamped between their parallel flanges and their upper ends curved to conform to the'contour of the carlines and forming the lower deck, of the carlines bolted to the parallel flanges of the vertical posts and extending below the eaves of Jthe car; substantially as described.

8. In a car-framing the combination with said an gle-iron and eaves-molding; substan-,

tially as described. i

9. In a car-framing, the combination with the vertical posts formed of oppositely-arranged angle-irons with timbers clamped between their parallel llanges and curved to conform to the contour of the car-body at the eaves, of the longitudinal angle-iron bolted to the flanges of the posts on the inside, the eaves-molding secured to the lling-timbers of the posts on the outside and the fillingpieces interposed between the angle-iron and eaves-molding between the posts; substantially as described.

10. In a car-framing, the combination with the upper deck and the longitudinal sill, of the vertical posts formed of angle-irons extending from the sills to the upper deck and having their flanges at the upper ends bent at right angles to form a box-corner; substantially as described.

11. In a ear-framing, the combination with the upper deck and longitudinal sills, of the posts extending from the sills to the upper deck formed of angle-iron and having their horizontal flanges at the upper ends bent into vertical position and secured to the upperdeck plate and their vertical flanges at the upper ends bent to extend longitudinally of the car-body to form a box-corner; substantially as described.

12. In a car-framing, the combination with the longitudinal sills and the vertical posts formed of oppositelyarranged angle-bars with timbers bolted between their parallel flanges, of the tension and compression members crossed between the posts and bolted at their upper ends to the oppositely-extending flanges of the posts and at their lower ends to the longitudinal sills; substantially as described.

13. In a car-framing, the combination with the longitudinal beams to which the draft mechanism is connected, the steel tie-plate riveted to said beams and extended to form the platform, of the longitudinal beams overlying the beams to which the draft mechanism `is connected and forming the base of the car-frame and the transom through which the lowermost beams pass; substantially .as'described.

14. In a car-framing, the combination with the longitudinal beams constituting the base for the car-frame and the longitudinal beams underlying said first-mentioned beams, of the steel tie-plates interposed between said beams IOO at the ends and the buffer-beams arranged transversely and connected to said plates; substantially as described.

15. In a car-framing, the combination with the longitudinal beams constituting the base for the car-frame and the longitudinal beams underlying the said nist-mentioned beams, of the steel tie-plates interposed between said beams and having its forward ends flanged upwardly and the buier-beams secured to said upWardly-Iianged portion; substantially as described.

1G. In a car-framing the combination with the lower beam towhicll the draft mechanism is connected and the upper beams forming the base for the car-body, of the interposed steel tie-plates and the spring buffer mechanism supported on said plates; substantially as described.

HENRY H. SESSIONS.

Vitn esses R. D. Rows, R. D. GALLAGHER, Jr. 

